Shock-absorber.



W. H. HURSTMANNx SHOCK ABSORBER.

APPLICATION FILED MAY 11, 1912.

1,086,91 '7, Patented Feb. 10, 1914.

2 SHEETS-SHEET 1,

FI I 50 123 Til wi/i mew W. H. HORSTMANN.

snocx ABSORBER.

APPLICATION FILED MAY 11, 1912 Patented Feb. 10, 1914.

Ivmw/io'r UNITED STATES PATENT OFFICE.-

witmimr tr. nonsmamv, or ovEaBRooK, PENNSYLVANIA.

SHOCK-ABSORBER;

Application filed May 11, 1912.

To alt whom it may concern Be it ltnown that I,- IVILLIAM H. Honsrnanx,of Overbr0ok, in the county of Montgomery and State of Pennsylvania,

have invented certain new and useful Iniprovements in Shock-Absorbers,whereof the following is a specification, reference being had to theaccompanying drawings.

My invention relates particularly to a shock absorber adapted for use inconnection with automobiles and similar vehicles, and,its generalpurpose is to minimize the disturbing effects due to the sudden contactof a.- wheel, or wheels, with obstacles in the line of travel.

More specifically, among the important results attained by myimprovements are the following: The strains, which ordinarily may besaid tobe manifested by movement of the bodyof the vehicle in asubstantially vertical direction, are divided and con verted intoresultants manifested in a substantially horizontal direction. In itsmost complete embodiment this feature of cod version of direction ofstrain may be independently employed at each of the wheels, so that anyone wheel, upon encountering an object: which does not affect theothers, may individually move vertically with relation to the body ofthe vehicle, without disturbing the normal relations of the other wheelsto said body.

Other objects of my invention. subsidiary to those just mentioned, willbe obvious from the full disclosure of the organization.

In the statements .just made, and indeed throughout the followingspecification, I employ the terms vertical and horizontal asconveniently descriptive of direction,- for general purposes,- but itmust be understood that they are simply typical of desired or indicatedplanes of movement,- and have no restrictive significance.

In the accompanying drawings I have shown two embodiments of myinvention,

ti oal view. these'oif. on the line H, II, of

Fig direction cites. arrows.-

Specification of Letters Patent.

Patented Feb. 10. 1914;.

Serial No. 696,555.

Fig; III. is a plan view of the parts constituting the shock absorber,the wheel being omitted, and a' portion of the steering mechaulsm notshown lll Fig; I, being indicated.- Fig. Ii, 1s a partial view inelevation of the other embodiment of my invention, showing itsapplication to a driven wheel, and Fig. V, is a plan view of the partsshown in Fig. IV, the wheel being omitted.

Referring now to Figs. I, II, and III, the transverse member of thechassis (which may be conveniently termed the front axle frame), ispartly indicated at 1, the wheel at 2, the short stub-axle for the wheelat 3, the spindle or knuckle for the steering mechanism at 4, and theinward prolongation of the stub-axle at 5. The steering rod 6, and itslever 7, (shown in FigIII) are omitted in F ig; I,- to avoid confusion.The shock absorber proper comprises the. group of members intermediatebetween the inner stub-axle 5, and the axle-frame l. The extremity ofsaid axle-frame l, is formed with spaced projecting arms 8, and 5).arranged in vertical relation to one-another. and having, near theirouter ends, guide openings, in which a bar 10, is arranged to slidevertically, through the buffers 13'. These openings are preferablyrectangular in cross section, as shown in Fig. III, and the bar, thoughof corresponding cross section, is slightly smaller, so as to permit itsfree longitudi' nal movement, but without turning or sub stantiallateral play. The main stub-axle 5, is rigidly connected to the bar 10,the connection shown in the present instance being by means of a block11, surrounding and attached to the bar 10, in the side of which blockthe inner stub-axle 5. is seated and secured. Upon the face of the blockwhich isopposite to that of attachment of the in nor stub-axle 5, aprojecting stud-bearing 12, is secured, said stud-bearing being coaxialwith'said stub-axle; and preferably of similsr diameter, so as in effectto constitute a prolongation of said stub-axle through the bar 10. Inactual practice it may be found convenient to in fact thus extend the extremity of the inner stub-axle, 5, so that it shall protrude through thebar 10, and form the bearing at 12. It'will thus be seen that the wheel-2, is so mounted with relation to the axle-frame,- l, as to be capableof free but guided. movement with relation thereto ina vertical plane,such vertical movement wheel against anobstacle over which it 'rides.The bar ltrfand the parts just described as carried thereby, areyieldingly supportedwith relation to the axle-frame 1, in' the followingmanner: A bracket 14, projects horizontally from the axle-frame, saidbracket terminating in a vertical extension or bracket arm 15, adaptedto constitute an abutment to sustain the strains incident to shockabsorption. Said bracket 14, carries a concave internallv-toothedsegmental rack us, disposed in vertical relation and having itsline of pitch struck from a center which corresponds with the axis of astud-bearing 17, (shown in dotted lines in Fig. II, and in full lines inFigs. I, and III), said studhearing being rigidly mounted upon the endof the axle-frame 1, at a point about intermediate between the arms 8,and 9.

A rolling-lever member 18, having the configuration about to bedescribed, carries at its outer, or front: extremity, a. geared sector19, which engages with the concave rack 16, the radius of the pitch-lineof the sector gear 19, being just one-half that of the pitch line of therack 16. Said levermember, as it extends rearwardly from the sector 19,is bifurcated, or divided by a vertical opening, forming arms 21, and22; (see Fig. III), in which is mounted a transverse horizontal pin 20,whose axis corresponds with the center of the sector gear 19. This pinmay be considered as the fulcrum of the. rolling lever 19. A laterallybent link 23, is pivotally connected at one'end with said pin 20, at a.point intermediate between the arms 20, and 21, and is pivotally mountedat its other end. upon the fixed studbearing 17, so that the fulcrum 20,of the rolling lever is capable of a rotative movement of translationabout the stud-bearing 1T. Said rolling-lever 18. has a furtherrearwardly extended and laterally off-set portion, which is bifurcated,or divided by a vertical opening. to form another pair of arms 24, andwhose ends are provided with capped bearings and pivotally mountedrespectively upon the stub-axle extension 5,

and the stud-bearing 12, said arms thus embracing the bar 10. The axisofthis pivotal support of the arms 24, and 25, lies in the same verticalplane as the axis of the studbearing 17, on the end of the axle-frame 1.

The front extremity of the rolling-lever 18, which comprises the gearedsector 19, 1s provided with two peripheral projections, or bracket-arms27, and 28, respectively. The upper bracket arm 27, terminates in acircular boss, or seat 29, .facing a correspondmg bOSs or seat 30,formed upon the upward extremity of the vertically projectmg bracket arm15, at the extremity of the bracket 14. A spring 31, is adjustablysecured in sockets in said seats, so as to constitute a compressionmember between them.

l l l l ,and 32, in opposite directions.

The lower bracket arm 28, is pro- Vided with a boss or seat 32, facingin the opposite direction from the seat 29, and arranged to carry in itssocket, a compression spring 33, whose other extremity is secured In asocket or seat 34, mounted upon the side of the arm 9, of theaxle-frame 1. The rol inglever 18, is, therefore, capable of anepicycloidal movement with relation to the gear said movement beingdetermined by the following factors: The radius of the rack 16, is justtwice that of the radius of the sector-gear 19, as before stated; andsaid radius of the sector-gear is struck from the axis of the pin 20,upon which the rolling lever 18, is fulcrumed. Said mounted upon thepivoted link 23), has also a motion of translation in a circular areabout the axis'of the stud-bearing 17, upon which the other extremity ofthe link 23, is pivotally mounted, said axis of said studbearing 17,corresponding. with the center of the pitch line of the rack 16. Theaxis of the stub-axle and stud-bearing 12,11pon which the rear extremityof the rollinglever is pivotally mounted. lies in the same verticalplane as the axis of the stud-bearing 17 The resultant of thisepicycloidal move ment is that when the rolling-lever is actuated 'torock upon the sector-rack the .16, of the bracket 14, the nature of pin20, (being axis of the stub-axle, :3, and stud-bearing 12, will move ina plane which passes through the axis of the stnd-bearing 17. and sincethese axes lie in the same vertical plane, the movement will bevertical. Hence the bar 10. which is carried by the rear extremity ofthe rolling lever, may move freely in its vertical guides, but in somoving will actuate the springs 31, and 33, by reason of the rotativemovement of the seats .29, As a matter of adjustment. said springs arenormally in a condition of compression, owing to the fact that theysupport the weight of the vehicle body, but when the bar 10, movesupward (as the wheel 2, ride-s over an obstacle), the springs arefurther compressed. The vertical strain, which occurs when the wheel 2,rises, is thus changed in direction and divided into horizontal strains,acting in opposite directions to compress the springs 31, and 33.

The organization shown in Figs. IV, and V, where the shock absorber isapplied to a driven wheel, is identical with that just described, andhence the detailed descrip tion of most of the parts may e omitted. Thefeatures of diil'erence re ate to the connection between the driven ax eand the vertical bar which carries it. Thus, in said figures, 40,represents the stationary rear axle-frarne, or transverse bar of thechassis, having the spaced projecting arms 41, and 42, in whoseextremities the vertically slid- Wheels, and which carry the body ingbar 43, is guided. block 44, from which the sleeve bearing 45, for thestub-axle 46, of the wheel 60, extends laterally. Said stub-axle isprovided with a swiveling yoli'e el'i, cngagingwvith a cone rpulltllhgswiveling yoke upon the socketpiece having an internal cavit of squarecross section, in which the correspondingly formed end portion 49, ofthe swiveling voice-piece 50. telescopes, so as to permit cndvvise play.Said yoke-piece. is connected with the coiuitershait :31, which isdriven from the motor, and which is supported in bearings, such as- .32,rigidly mounted upon the rear axle-frame The rollingdever .35. isconstructed and mounted similarly to the rolling-lever 18, and itscapped ends are pivotally mounted with respect to the block 44, upon thestud bearings 56, and 57, respectively, the axis of said studbearinglying in the same vertical plane with the axis upon which the link 58,is pivotally secured to the axle bar 40. Hence. as the wheel (30, risesin passing over an obstacle. vertical movement of the bar 43, in theguides, is permitted, and the conversion of direction 'o'f the strainsthrough he epicycloidal movement. of the rollingiever, takes place asbefore. The telescoping connection, or some equivalent organi lzationis, of course, necessary in this ini tance'. because the stub-axle fordriving the wheel (to. connected with a countershatt whose bearings aremounted in a fixed relation to the axle-frame 40. Obvious modificat-ionsare possible, where other driving connect-ions, as, for instance. achain drive, are employed.

Having thus described my invention, I desire to again call attention tothe fact that I employ the terms 'vertical, and horizontal. asconveniently descriptive of ctirtain general directions of movement, andordinarily the desired, or selected, direction will be in planes whichhave -that general relation, when considering the vehicle as travelingupon a level. In thus employing said teilmzi, however, I do no intend tore strict the anguage of my claims. to definite vertical} horizontaldirectionsand'the language must, be understood. as comprehending t egeneral relations of movementand arrangement of parts. also employ theterm rolling-lever, conveniently descriptive of that member of theepicycloidal train which is connected to the support for the, wheel andwhich ngages with the rack upon theaxle, frame, but it will beunderstood that such term i= not r strictive, either as to the form orthe mode of operation of said member. I also employ the term axleframe,as conveniently desciiptivrv of those members of the chassis whichextend transversely at the region of the front and rear the Said barcarries the vehicle, either directly, or through the intervention of;spring mountings, said axle frame being taken as typical of the memberwhich supports the relatively stationary, or fixed geared element. ofthe epicycloidal train.

Having thus described my invention, 1 claim:

1 A shock absorber for vehicles; comprising a tame member carrying thebody of the vehicle; a member carrying the axle of a wheeland capable ofguided sliding movemeut with relation to said f'ame member; intermediatemeans connecting said members, said means comprising a member, pivotallyconnected with said wheel-carrying member, and having a rolling gearedengagement with said frame member; and a resilient element arrangedbetween abutments respectively carried by said frame member and saidrolling member.

2, A shock absorber for vehicles; comprising a member, carrying the bodyof the vehicle; a member, carrying the axle of a wheel and capable ofguided sliding movenrent with relation to said body-carrying member; anQPlCyC-lOldAl train intervening between said members, said traincomprising a fixed element connected. to the body-carrying member, and arolling member having geared engagement therewith, and pivotallyconnected with said wheel-carrying member; and a. resilient elementarranged between an abutment upon said body-carrying member and anabutment carried by a mov-v ing meniber of said train.

3. A shock absorber for vehicles; comprising an axle-frame havingvertically disposed guides and a laterally extended bracket; a bararranged to move vertically in said guides; a Wheel-carrying axleconnected with said bar; a sector-rack carried by said bracket: arolling-lever having a sector-gear i-ngagi'ng said rack, and having an.extension pivotallyengaging with said bar; means for pi votallysupporting said lever for rotative movement of translation with relationto said axle-frame; abutments carried by said rolling-lever and saidbracket respectively; and a resilient-member interposed between saidabutments; whereby movement of the bar,: in a vertical direction withrelation to the axle frame, is attended by actuation of the resilientmember in a horizontal direction.

4. A shock absorber for vehicles; comprising an axle-frame havingvertically disposed guides and a laterally extended brarck t; a bararranged to move vertically in sa d guides; a Wheel-carrying axleconnected with said bar; a sector-rack carried by sad bracket; arolling-lever havinga sectoug'ear engaging said rack, said rollingleverhaving a bifurcated extension pro ided with a t ansverse pin; a linkhaving one end pivotally attached to said pin and the other endpivotally mounted upon said axle frame; said rolling-lever having afurther extended and bifurcated portion pivotally connected with saidbar; bracket arms upon said lever, having seats facing in oppositedirections; fixed abutment-s carried by said frame and facing said seatsrespectively; and springs mounted between said fixed and movableabutments. i

5. In a shock absorber for vehicles, the combination ofa unitaryaxle-frame having a vertically disposed guide and a laterally extendedbracketat each extremity; a pair of bars arranged to move vertically insaid guides respectively; a pair of independent wheel-carrying stubaxles, each connected with one of said bars sector-racks carried by saidbrackets respeetively; rolling-levers having sector-gears respectivelyengaging said racks and having extensions pivotally engaging with saidbars respectively; means for pivot-ally supporting said levers forrotative movement of translation with relation to said axle-frame;abutments carried by said rolling-levers and Said brackets respectively;resilient members interposed be tween the abutments of the respectiverolling-levers and brackets, whereby the movement of the bars in avertical direction with relation to the axle-frame is attended byactuations of the resilient members in a horizontal direction; acounters'haft having bearings mounted in a fixed relation to the signedmy name at Philadelphia, Pennsylvania, this eighth day of May 1912.

WILLIAM H. HORSTMANN. \Vitnesses JAMES H. BELL, E. L. F I'JLLER'roN.

Copies otthia patent may be obtained for five cents each. by addressingthe Commissionerv of Patents,

' Washington, D. c."

